Three-position motor-signal.



o. W. COLEMAN. THREE POSITION MOTOR SIGNAL.

v PPLIGATION rILnD snrmz'r, 1907. .Y 907, 106. Y PatentedDeaZl-, 1908.

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zu: NaRRls PETER: co., wAsHlNcmN. n. c.

C. W. COLEMAN. THREE POSITION MOTOR SIGNAL.

Patented Dec. 15, 1908.

` i APPLIOATION FILED SEPT. 27 1907. 907,106.

'I SHEETS-SHEET 2.

, .Inf/enfer.'

1H: NORM: PETER: cn., WASHINGTON, a c.

G. W. COLEMAN.

THREE POSITION MOTOR SIGNAL.

APPLIUATIoN-HLED SEPT. 27,1907.

907,106. Y Patented De..`15,19o8.

7 BHEETS4SHEBT 3.

C. W. COLEMAN.

THREE'.v POSITION MOTOR SIGN AL,

.1HE NoRRls Fsrzres co., wAsHmawN, D. c.

C. W. GOLBMAN THREE POSITION MOTOR SIGNAL. vPILIUTION FILED SBPTZ,1907.4

90.75106.- Patented Deo. 15,1908.

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TH! Raums PETERS ce., wAsHlNawN, n. c4

G. W. COLEMAN.

- THREE POSITION MOTOR SIGNAL.

APPLICATION FILED SEPT. 27, 1907.. 907, 106.

' 7 SHEETS- 'SHEBT 6.

M@ WW 'yah . .c. THE NuRRIs PETERS co., wAsmNamv, n

Patented Dec. 15, 1908.

C. W. COLEMAN.

THREE POSITION MOTOR SIGNAL. APrLIoATIoN FILED SH12?, 1907.

907, 106, Patented Dec. 15, 190s.

'I SHEETS-SHEET 7.

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' NITED sTATEs PATENT oEEIoE.

CLARENCE W. COLEMAN, OF WESTFIELD, NEW JERSEY, ASSIGNOR TO THE HALLSIGNAL COMPANY, A CORPORATION OF MAINE.

THREE-POSITION MOTOR-SIGNAL.

Specification of Letters Patent.

Patented Dec. 15, 1908.

Application led September 27, 1907. Serial No. 394,813.

To all whom t may concern:

controlling circuit irst mentioned, whereby Be it known that l, CLARENCEW. COLE- the semaphore can be moved to a second MAN, a citizen oi theUnited States, residing at Westiield, in the county of Union and Stateof New Jersey, have invented a certain new and useful Improvement inThree-Position Motor-Signals, of which the following is 4 aspecification, reference being had therein to the accompanying drawings,forming part f thereof.

My invention relates to three-position railway signals. i

Broadly ldesignated the objects of my invention are reliability andefficiency of operation, and simplicity, compactness and economy ofconstruction.

More specifically it is one object of my in- 'vention to eiiect thecautionary and clear indications of a three-position semaphore signal byone semaphore-actuating motor and without having recourse to the usualfloating lever.

To the foregoing ends my invention comprises various features andcombinations of features, all ofwhich will appear clearly from thefollowing description, and several of which l shall now mention.

In lieu of the usual iioating lever connected with the semaphore andactuated by separate movable rods or members at its opposite ends toeffect the cautionary and clear indications of the semaphore, myinvention comprises a single movable rod or member connected with thesemaphore and adapted to eiiect by its movement both indications of thesemaphore; a driving member, such for instance as the motor-driven gear56 with cam-like rollers 57, 58, which I have speciiically illustrated;means for transmitting a given movement to the movable rod or memberfrom the driving member and for retaining the movable member after suchgiven movement subject to control by a signalcontrolling electriccircuit, such as a track circuit, for example, whereby the semaphore canbe moved to one position, such as the cautionary position, and thereretained subject to control by the signal-controlling circuit; and meansfor transmitting a further movement to the movable rod or member fromthe driving member and for retaining the movable rod or member aftersuch further movement subject to control by a signal controllingelectric circuit which may be a line-wire circuit distinct from thesignalposition such as the full clear position and there retainedsubject to the signal-controlling circuit.

ln the illustrated specific embodiments of my invention the means fortransmitting the irst and second movements to the movablesemaphore-actuating rod or member consists in two steps or pieces, suchas 12 and 14, mounted on the movable semaphore-actuating rod andarranged to be successively engaged by the roller cams 57 and 58,mounted on the driving member or gear 56. And in the illustratedembodiments the semaphoreactuating rod is retained by a home clutchmagnet in its cautionary position at the end of its first movementimparted by the driving gear 56 causing the signal to indicate homeblock clear subject to the track circuit of the block ahead whichcontrols the home clutch magnet, and the semaphore-actuating rod isretained by a separate distant clutch magnet in its full clear positionat the end of its second movement imparted by the driving gear 56causing they signal to indicate home and distant blocks clear subject toa line circuit which controls the distant clutch magnet and is in turncontrolled, in this in-I pivotal mounting of the step on thesemaphore-actuating rod, and electrically controlled latching orretaining mechanism arranged either to permit free pivotal movement ofthe step or t0 hold the step in iiXed position on thesemaphore-actuating rod when the step is required to transmit movementto such rod from the gear 56 or other driving device.

My invention, in its illustrated embodiments, includes an arrangementwherein a single clutch magnet and its accessory parts are employed bothto control the latcliing or locking of the pivotal step relative to thesemaphore-actuating rod, and to control the latching or locking of thesemaphore-actuating rod in fixed position after a movement has beenimparted t0 it to actuate the signal.

My invention also comprehends an arrangement Whereby a single clutchmagnet is emplloyed to effect the locking of both steps in ed positionson the signal-actuating rod and to release such steps to permit them tomove relatively to the signal-actuating rod, so as to eit'ect or preventtransmission or' movement to the signal-actuating rod from the drivingparts which co-act with the steps.

One important feature of my invention cons.sts in a novel dash-potparticularly well adapted to three-position signals to check or retardthe reverse or return movements of the signals as tney assume theirdanger positions.

1 will now describe in detail two embodiments of my invention which Ihave illustrated in trie accompanying' drawings. The iirst isillustrated in Figures 1 to 5, inclusive, and tne second is iliustratedin Figs. 6 and 7.

Fig. 1 is a mechanical and electrical diagram representing' thesignaling apparatus at tne rear end ol a signaling block which isoccupied by a railway train, the signaling apparatus being, therefore,in danger position. Fig. 2 is a meciianical and electrical diagramshowing an apparatus corresponding to that of Fig. 1 excepting as to thepositions of the parts wiiicn are here shown in positions indieating oneblock clear. Fig. 3 is a mechanical and electrical diagram correspondingto Figs. 1 and 2 excepting that in Fig. 3 the parts are shown inpositions to indicate two blocks clear. Fig. 4 is spread upon two sheetsmarked respectively left part of Fig. 4 and rig'nt part of Fig. 4-, andis a mechanical and electrical diagram representing three successivesignaling blocks with four successive signaling apparatuses at thetermini of the successive blocks. Fig. 5 is an elevation showing themechanical assembly of' the signal motor, relay-and-clutch magnets,transmission gearing, dash-pots, signal-controlling clutches or latches,automatic circuit-controlling switches, and the like, all assembledtogether `in a common frame. Fig. 6 is an assembly elevation of thesignal motor, relay-and-clutch magnets, transmission gearing, automaticclutches or latches, dash-pots, and the like, of the second embodimentof my invention, all assembled in a common trame. Fig. 7 is a sectionalelevation of the dash-pots oi the second embodiment of my inventionshown in Fig. 6.

will iirst describe that embodiment of my invention illustrated in Figs.1 to 5 inclusive.

The signaling ap aratuses represented at the successive signalingstations of Fig. 4 correspond to the signaling apparatus represented inFigs. 1, 2 and 3 in dii-ferent positions, but various details of thisapparatus which are shown in the first three figures, are omitted fromFig. 4 for the sake of simplicity. The signaling apparatuses at thesuccessive signaling stations of Fig. 4 are designated and distinguishedby the reference characters A, B, C and D. The signaling apparatuses Aand D are in the same position, to wit, safety or two blocks clear, thisposition of the signaling apparatus being shown on a large scale in Fig.3. The caution or one block clear position oi the apparatus B isrepresented on an enlarged scale in Fig. 2, and the danger position ofthe apparatus C is represented on an enlarged scale in Fig. 1. 1n Figs.1 to 4 inclusive the mechanism is diagrammatically represented, but Fig.5 shows an actual working construction. Each semaphore or signal proper3 is oi the type which stands in substantial horizontal position toindicate danger or "stop, and which is swung forty-iive degrees upwardabout its pivotal axis to indicate caution or one block clear, and isswung forty-five degrees further upward, i. e., ninety degrees fromdanger position, to indicate safety or two blocks clear. Each semaphoreis actuated by a pull-wire 5 connected with a crank arm 4 on thesemaphore axis and thence extending downward to a point of connectionwith a lug or. extension 6L on the semaphore actuating rod or member 6.This semaphore actuating rod carries two steps or pieces 12 and 14,mounted in parallelism with each other on pivotal axes 6i and 6jrespectively, and connected together by a link 13 so as to swing alwaystogether.

A driving member or gear 56 rotates on an axis disposed adjacent to thesemaphore actuating rod 6 and its steps 12 and 14, and this gear ordriving member 56 carries two rollers 57 and 58 mounted on studsinserted in diametrically opposite spokes of the gear. These rollers 57and 5S act as cams to engage the steps 14 and 12 and thus move thesemaphore actuating rod downward so as to draw on the pull-wire 5 andactuate the semaphore 3. When the semaphore actuatin rod is to be thusmoved downward by the ro' ler cams, the steps 14 and 12 are held infixed position relative to the semaphore actuating rod by means of aclutch or latch consisting in a hook 10 pivotally mounted on the upperstep 12, and a catch lever 9 pivotally mounted on the semaphoreactuating rod 6 on a pivot 6k disposed just above the upper step 12.When the semaphore actuating rod is to be moved downward by one of theroller cams, the hook 10 is caught over the catch or tooth 9a on thecatch lever 9 which, at its lower end, carries a roller 9b running alongthe edge oi a controlling lever 39 pivotally mounted on an axis 37 andcarrying at its lower end an armature 39h attracted and held by thedistant clutch magnet 43 so as to hold the catch lever 9 in placeagainst its ei'lort to swing outward which is developed by the downwardpressure of the hook 10 on the tooth 9a caused by resistance to thedownward movement et the sernaphone actuating rod 6 which is offered bythe weight of the semaphore 3 and its spectacle frame, tending always tomove the semaphore to its danger position and to raise the semaphoreactuating rod. Therefore if the clutch magnet 43 becomes denergized soas to release the controlling lever 39 during a downward movement oi'.

the semaphore actuating rod by pressure of one of the roller cams uponone of the steps 12 or 14, the controlling lever 39 will then yield tothe outward pressure of the catch lever 9 and permit the catch lever toswing outward until its tooth 9a releases the hook 10, whereupon thesteps 12 and 14 will be free to swing downward relative to thesignalactuating rod so that this rod will be no longer held byengagement of the roller cam against the step but will be raised by theweight of the semaphore and the spectacle frame. But after the rollercam has passed away from the upper surface of the steps, both steps willbe restored by the counterweight 16 mounted on the lower step, and thepivotal mounting of the hook 10 on the upper step 12 will pernit thishook to pass over the tooth 9 on the catch lever 9 as the steps arereturned to their horizontal positions. A small i'lat spring 11 ismounted on the upper step 12 and bears down upon a projection orshoulder on the hook 10 so as ,to offset a yielding resistance to thispivotal movement of the hook and snap the hook back into position abovethe tooth 9a. r"he gear 56 is impelled by the motor 52 through a pinion53 on the motor shaft meshing with the gear 54 mounted on a common shaftwith the pinion 55 which directly meshes with the gear 56.

The motor circuit is traceable as follows: from one pole of the battery51 through the motor armature 52, conductor 63, contacts 45, 44controlled by the distant clutch magnet 43, conductor 67, contacts 31,30 controlled by the escapement crank 28, and conductors 66 and 65 backto the opposite pole of the battery. Hence, in order that the motorshall be rotated to move the signal it is necessary that the contacts31, 30 and the contacts 45, 44 shall both be closed simultaneously. Butit has already been noted that the contacts 45, 44 are controlled by thedistant clutch magnet 43, and hence this clutch magnet must be energizedin order that its contacts 45, 44 may be closed to impel the motor andmove the signal. But the circuit of the distant clutch magnet 43 leadsthrough contacts 42, 41 controlled by the home clutch magnet 40, andtherefore in order to energize the distant clutch magnet 43 to close themotor circuit, it is necessary that the home clutch magnet 4() shall berst energized. But when a train, such as '12, is present in the blockimmediately in advance of the signal, the home clutch magnet 40 cannotbe energized since the circuit for this home clutch magnet leads throughthe signaling apparatus of liig, 1, t'. c., the

block 1n advance of the corresponding signaling apparatus C of liig. 4,the battery 2 at the advance end of this block will deliver current tothe rear track relay 46 of the block so as to energize this relay andclose its contacts 47, 48 thereby closing the local circuit of the homeclutch-magnet 40 which has already been traced. rlhereby the home clutchmagnet 40 will be energized to close its contacts 42, 41 and thuscomplete the circuit of the distant clutch magnet 43 as follows: fromone pole of the local battery 51 through the conductor 59, contacts 24,21 controlled by the escapement crank 18, wire 62, contacts 41, 42, wire63, distant clutch magnet 43 and wires 64 and 65 back to the oppositepole of the battery 51. i:this closure of the circuit of the distantclutch magnet 43 causes the magnet to close its contacts 45, 44 so as tocomplete the motor circuit which has already been traced, whereupon themotor 52 is started in rotation.

rlhe motor 52 drives the gear 56 through the reduction gearing which hasalready been described, and the gear 56 rotates in the directionindicated in Fig. 1, and its uppermost roller cam 57 comes in contactWith the lower step 14 on the semaphorey actuating rod 6, and forces thestep downward so as to draw down the rod 6 and the pull-wire 5 connectedtherewith, thereby raising the semaphore 3, During this impulsion of thesemaphore actuating rod by the roller cam 57, the step 14 whichtransmits the movement to` the rod 6 is held in fixed position relativeto the rod by the latch already described as consisting in the hook 10and the catch lever 9 which is retained by the controlling lever 39 inlatching position during the downward movement of the rod 6. During thisdownward movement of the semaphore actuating rod 6 the controlling lever39 is held by the distant clutch magnet 43 which, during this period,does not act as a distant clutch magnet to move the signal to the twoprincipal function is to control the movement of the semaphore from theone block clear to the two blocks clear position and to retain thesignal in the latter position.

A dash-pot piston 36 is connected with the upper end of the semaphoreactuating rod 6 bymeans of a ball-and-socket joint 6b which allows forinaccuracies of alinement. During the initial downward movement of therod 6 the dash-pot piston 36 slides down in the dash-pot cylinder 33 andthe space in the cylinder above the piston 36 is filled with air whichenters through the check valve 36 in the piston. rlhe dash-pot cylinder33 is slidably mounted in an outer dash-pot cylinder 32 which ispermanently iixed, and during the initial downward movement of the rod 6and its piston 36 the inner dash-pot cylinder 33 is retained in iixedposition relative to the outer cylinder 32 by means of a pawl 34 pivotedat its middle in a bracket 33b lixed on the lower end of the innercylinder 33. rl'his pawl 34 comprises a lower or detent arm extendingdownward and bearing on a catch 32lo attached to the outer or iixedcylinder 32, and also an upper or cam arm I extending upward into theinner dash-pot cylinder 33 in position to be engaged by a cam pin 6Cextending from the rod 6. small compression spring compressed betweenthe wall of the cylinder 33 and the cam arm of the pawl 34 serves toretain the pawl normally in locking engagement with the catch 32h.v

A second catch lever 8 is pivotally mounted on the semaphore actuatingrod 6 on a ivot 6d some distance above the pivot oi the ower catch lever9. This upper catch lever 8 has a tooth or catch 8EL adapted to passunder and engage the pawl 35 mounted in brackets 33 C on the lower endof the cylinder 33 and diametrically opposite the pawl 34. A smallcompression spring 35a inserted between the lower end of the cylinder 33and a shoulder on the pawl 35, permits the necessary yielding movementof the pawl 35 as the catch tooth 8l passes under it, and serves to snapthe pawl into place above the catch tooth 8a. passed beneath the pawl35, the catch lever 8 is held in its latching or signal-retainingposition by the second controlling lever 38 bearing upon a roller 8bcarried on the lower end of the catch lever 8. The controlling lever 38at its lower end carries an armature 38b which is attracted by the homeclutch magnet 40 to hold the controlling lever in place to resist thetendency of the catch lever 8 to swing outward and release its catch 8Lfrom the pawl 35 when the semaphore actuating rod 6 is subjected to theupward pull of the pull-wire 5.

The semaphore actuating rod 6 carries at its lower end a roller 6h whichco-aots with the two escapement cranks 18 and 28 and and 22, 25.

After the catch tooth 8EL has which, during the initial movement of therod 6 moves along the edges of the upper arms 28a and 18a of theescapement cranks without operating either escapement crank since theseedges are parallel with the path of the roller 6h during such initialmovement of the rod 6. But when the semaphore actuating rod has beenmoved downward far enough to raise the semaphore 3 through an angle oiabout forty-five degrees, the roller 6hv will engage the lower arm 18b0i the escapement crank 18 so as to throw this escapement crank quicklyinto the position indicated in Fig. 2 wherein the contacting edge oi itslower arm 18b is parallel with the further movement o the roller 6h sothat the further downward movement of the roller willnot further actuatethis escapement crank 18. Just about the instant that the escapementcrank 18 is actuated by the downward movement oi the roller 6h, or, ifdesired, an instant before such actuation oi the escapement crank 18,the catch or tooth 8at on the upper catch lever 8 passes underneath theretaining pawl 35, and the pawl is snapped into place above the tooth.The foregoing movement of the escapement crank 18 actuates theswitchcontrolling pitman rod 19 so as to open the switch 21, 24 andclose the switches 20, 23 rllhis opening of the contacts 21, 24 opensthe circuit oic the distant clutch magnet 43 at these contacts, but theclosing of the contacts 20, 23 connects this clutch magnet 43 with theline wire 60 extending through the block C1 next in advance and servingto lead energizing current to this clutch magnet when the block C1 isclear and the signal D next in advance is either in its caution or itssafety position. But, if we assume that the train Tz which left theblock C1, is still present in the block D1, the signal D will then be inits danger position so that the'circuit which leads by way of the linewire 60 through the distant clutch mag- Y net 43 of the signal C will beopen at the contacts 22, 25 of the signal D. This circuit Vis traceableas follows: from one pole of the local battery 51 oi' the signalingapparatus D, through the conductor 59 and contacts 22, 25, and thencethrough the line wire 60 to the signaling apparatus C and then throughthe contacts 49, 50 controlled yby the rear track relay oi the signalingapparatus C, and then through the wire 61, contacts 23, 20, wire 62,contacts 41, 42, wire 63, distant clutch magnet 43 and wire 64 to thecommon line wire 70, and thence through the block C1 back to thesignaling apparatus D and then through the conductor 65'back to theopposite pole oi the local battery 51 of the signaling apparatus D.

We have just noted that the circuit of the distant clutch magnet 43 ofthesignaling. apparatus C (Fig. 4) is broken at the contacts 21 24 asthe escapement crank 18 is actuated by' the downward movement of theroller 611. 'lhis distant clutch magnet 43 will preferably be of thewell known slow acting type so that it will not instantly release thecontrolling lever 39 (Fig. 2) nor open the motor-circuit controllingcontacts 44, 45, but Will retain its controlling lever and motorcontrolling contacts prreferably until the roller cam has passed oif omthe lower step 14, and the semaphore actuating rod 6 has been drawn upfar enough to engage the catch tooth 8a iirmly against the pawl 35 whichresists further upward movement of the rod 6 and holds the semaphore inits forty-iive degree position indicating one block clear. But afterthis locking of the signal in forty-live degree position has beenattained, the distant clutch magnet 43 will release its controllinglever 39 and open its motor controlling contacts 45, 44 so that themotor will be stopped leaving the gear 56 substantially in the positionindicated in Fig. 2. In fact the signaling apparatus of Fig. 2, and thesignaling apparatus B of Fig. 4, diagrammatically re resent theforegoing conditions which woul be effected in the signaling apparatus Cby movement of the train T2 into the block second in advance of thesignal C. Hence, we may continue our consideration of the sequence ofactions with specific reference to Fig. 2 and the a paratus B of Fig. 4.rihe circuit of the distant clutch magnet 43 has been broken at itscontacts 21, 24, and this magnet has just been connected in a secondcircuit leading through the line wire 60 of the block B1 which secondcircuit remains yet to be completed at the contacts 22, 25 of thesignaling apparatus C.

During the movement of the semaphore 3 from horizontal position to itsforty-five degree position, the contacts 21, 24 were closed and thecircuit of the distant clutch magnet 43 was controllable only at thecontacts 42, 41 and only by condition of the block B1 immediately inadvance of the signal. 'Ihat is to say, during this initial movement ofthe semaphore 3 the circuit of the distant clutch magnet was notcontrollable by resence of a train on the block C1 second in a vance ofthe signal but could only be opened by the presence of a train in theblock B1 which would denergize its rear track relay 46 and open itscontacts 47 48 so as to open the circuit of the home clutch magnet 40and thus denergize this magnet and open its contacts 41, 42 in circuitwith the distant clutch magnet 43. But now, after the semaphore 3 hasbeen moved to its "caution position, the distant clutch magnet 43 isplaced under control of the circuit of the line wire 60 which is in turncontrollable, at the contacts 22, 25, by presence of a train in theblock C1, since a train in this block C1 will keep the signal in rear atdanger position and keep the contacts 22 25 open. ri hus the distantclutch magnet 43 of the signaling apparatus B is now under control ofthe block C1 second in advance; but it is still also under control ofthe block B1 at the contacts 49, 50 controllable by the rear track relayof the block B1 and included in circuit with the distant clutch magnet43. Also, the distant clutch magnet 43 is still controllable at itscontacts 41, 42 by the home clutchmagnet 40 which is in turncontrollable by the contacts 47, 48 actuated by the rear track relay 46of the block B1. So, while the sema hore 3 moves from danger to cautiont e distant clutch magnet 43 is controllable only by the home blockimmediately in advance, and after the semaphore has been locked in itscaution position the distant clutch magnet 43 is controllable by both ofthe blocks B1 and C1 successively in advance of the signal.

Now, with the semaphore 3 locked in its caution position, and with thetrain in the block C1 second in advance of the signal, the distantclutch magnet 43 of the signal B must needs be denergized so that thecircuit of the motor 52 will remain open at the contacts 44, 45controlled by this distant clutch magnet. But even if the motor shouldbe started by an accidental short-circuit across the contacts 44, 45, orby fusing together or sticking of these contacts, the resulting rotationof the roller cams on the gear 56 could not move the semaphore actuatingrod 6 because the steps 12 and 14 would swing freely downward relativeto the rod 6 owing to freedom of the catch lever 9 which would not beresisted by the controlling lever 39 since this controlling lever wouldfreely swing away from the denergized distant clutch magnet 43. But assoon as the train TZ leaves the block C1, the semaphore 3 at the rearend of this' block will be moved to fortyfive degree position and thecontacts 22, 25 controlled jointly with this semaphore will be closed soas to complete the circuit of the distant clutch magnet 43 of thesignaling appa ratus B, such circuit being traceable as follows: fromone pole of the battery 51 of the signaling apparatus C, through wire 59and contacts 22, 25 to the line wire 60, and thence rearward through theblock B1 to the signaling apparatus B at the rear end thereof, and thenthrough the contacts 49, 50 controlled by the rear track relay 46, andthen through the wire 61, contacts 23, 20, wire 62, contacts 41 42controlled by the home clutch magnet 40, and thence through wire 63,distant clutch magnet 43 and wire 64 to the common line wire 70, andthen through the line Wire back to the signaling apparatus C and throughthe wire 65 back to the opposite pole of the battery 51.

Closure-of the foregoing circuit at the contacts 22 25 by the signalingapparatus C will energize the distant clutch magnet 43 of the signalingapparatus B and cause this magnet 43 to close its motor-controllingcontacts 44,

45, and to retain its controlling lever 39. 'lhereupon the motor 52 willcommence to rotate and d ive the gear 56, and the roller cam 58 on thisgear will engage and impel the upper step 12 on the signal actuatingrod, thereby dravting the rod 6 downward and raising the semaphore fromits forty-tive degree position to its vertical position chown in l* ig.3. During this second movement of the sema hare actuating rod 6, the.upper catch -lever 8 is retained in latthing position by thecontrolling lever 38, since the home clutch magnet 40 remains energized.'i he bottom of the piston 36 is proyided v ith a transverse slot 36nhith receives the cam arm of the pawl 34, so that the piston can movedov nwaid relative to the inner dash-pot cylinder 33 until the cam rin6C on the rod 6 engages the cam ct the paal 34 so as to release thedetent arm of this pawl 'from the catch 320. rthis release of the paal34 is effected during the hist part ci the second downward movement ofthe red 6 vhib moves the semay here to vertical position, and after thepazfl 34 is released the bottom of the piston 36 v. ill engage thelbracket lugs 33 and 33C on the bottom ot the inner dash-'pot cylinder33 so as to draw this cylinder down relative to the outer darli-potcylinder 32 and thus cause air to enter the space betvt een the heads ofthe inner and outer darli-pot cylinders by n ay of the (heck valves 36aand 33L in the piston 36 and head oi the cylinder 33 respectively, andby y ay ci the duct 32a in the head ot the outer cylinder.

`Just before the second downward movement of the sema} here actuatingrod 6 is completed the catth tooth 9al on the catch lever 9, passesbeneath the engaging edge of a retaining or locking dog 17 (l1 ig. 3)mounted to slide in a guide lug 15 formed on the frame of the mechanism.A pin 16 inserted in the guide lug enters a slot or key-way in the dogand prevents the dog from turning 5 and a compression spring 121inserted in the guide-lug behind the dog snaps the dog in place afteryielding to permit the dog to move back as the catch tooth of the catchlever 9 passes below the dog.

Just before the roller cam 58 passes ott from the upper step 12, theroller 6h engages the lowerarm 28b of the escapement crank 28 so as tothrow this escap ement crank quickly into its position shown in Fig. 3which opens the motor circuit at the contacts 30, 31. But by themomentum of the motor and gears, the roller cam 58 continues to moveafter the motor circuit is broken, until this roller cam passes oit fromthe upper step 12. Thereupon the tension of the pull wire 5 raises thesignal actuating rod 6 until the catch tooth 9a on the catch lever 9 isarrested by the dog 17. Here the rod 6 is retained or latched with thesignal in vertical position indicating safety or two p aortica' blocksclear (Fig. 3 and apparatus A of Fig) 4) .until the distant clutchmagnet 43 is de-- energized, for instance by breaking of its circuit atthev contacts 22, 25 of the signaling apparatus B due to entrance of atrain on the block B1, in which event the distant clutch magnet of theapparatus A will release its controlling lever 39 which will in turnrelease the catch lever 9 and permit its catch tooth 9a to swing clearof the dog 17 as the signal actuating rod 6 is raised by the pull wire 5while the semaphore 3 moves from its safety to its caution position. Asmall first part of this return movement of the rod 6 from safety tocaution position, engages the catch tooth 8a of the catch lever 8 withthe retaining pawl 35, and the remaining part of this return movement ofthe rod forces the inner dash-pot cylinder 33 upward in the outerdash-pot cylinder 32 while the air in the outer cylinder, unable toescapethrough the check valve 33a, resists the movement and graduallyescapes through the vent 32a in the head of the outer cylinder. Thus thereturn movement of the signal from safety to caution is retarded by thedash-pot action of the inner and outer dash-pot cylinders workingtogether.

1f a train enters the block A1 immediately in advance of the signalingapparatus A after its semaphore 3 has been latched in vertical position,the resulting denergization of the rear track relay 46 of this block andconsequent opening of the contacts 47, 48 and 49, 50, will open thecircuits of both the home clutch magnet 40 and the distant clutch magnet42, of the apparatus A, so that both these magnets will open thecontacts controlled by them and release their respective controllinglevers 38 and 39, whereupon both catch levers 8 and 9 will be released,and the signal actuating rod 6 will be not only released from the dog 17but will be also released from the pawl 35 so that the piston 36 canmove upward relative to both the inner and outer dash-pot cylinders. thepiston 36 moves upward under these conditions, it compresses the air inboth cylinders, while the air from the inner cylinder passes through thecheck valve 33tL into the outer cylinder until the piston makes contactwith the head of inner cylinder, after which it forces the head of theinner cylinder against the head of the outer cylinder, and

all the parts assume the positions shown in readily apprehended at aglance. The parts of Fig. 5 are marked with the same referencecharacters as the corresponding parts of Fig.

1, it being understood that Figs. 1 and 5 are l differentrepresentations of one identical mechanism which 1s showndiagrammatically in Fig. 1 and structurally in Fig. 5. l

With .this relationship of the views in mind, Fig. 5 will beself-explanatory, and further specific description thereof would beuseless. The semaphore actuating and controlling mechanism shown inFigs. 6 and 7 constitutes another embodiment of my invention, in whichmy invention is adapted to a semaphore actuated by a thrust rodextending from the semaphore actuating mechanism up to the semaphore.Electrically the apparatus of Figs. 6 and 7 corresponds exactly to theapparatus of Figs. 1 to 5 inclusive. 'lhat is to say, the apparatus ofFigs. 6 and 7 includes the same number of clutch magnets andcircuit-controlling contacts or switches, all having the same functionsand corganized in the same electrical relationship to each other and tothe motor and to rear track relay. The rear track relay, however, is notshown in Figs. 6 and 7. The differences between these two embodiments ofmy invention are mechanical only. In the mechanism of Figs. 6 and 7, thepiston rod 7 9 is fixedly mounted in the base plate 75 or" the frame ofthe mechanism. The piston 82 is mounted on the piston rod after themanner of the first embodiment of my invention. The inner dash-potcylinder 83 fits over the piston and in danger7 or stop position thehead ofthe cylinder lies on top of the piston. The outer dash-potcylinder 84 ts over the inner dash-pot cylinder. The telescopingmovements of the two dash-pot cylinders relative to eachother and to thepiston, as the semaphore is carried through its various movements, arethe same as the relative movements of the dash-pot cylinders and pistonof the iirst embodiment of my invention. In each case the three dash-potmembers, i. e., the two cylinders and the piston, have an extensibletelescoping action which permits the piston and the cylinder heads to bedrawn apart so as to create air receiving spaces between them but in thefirst embodiment the piston or lower dash-pot member is connected withthe semaphore actuating rod and the separation ot the piston and the twocylinder heads is effected by drawing the two lower dash-pot membersdownward while the upper dash-pot member is held in iixed position, andin the second embodiment of my invention the upper dash-pot memberis'connected with the semaphore actuating rod and the separation of thepiston and cylinder heads is effected by holding the piston or lowerdash-pot member fixed while the upper dash-pot members are raised.

The lower end of the semaphore actuating K rod 86 is inserted in a lug85 on the head of the upper dash-pot cylinder 84, and thefu l per end ofthe rod 86 is connected with tie counterweight of the semaphore 3 bymeans of a semaphore-locking dog 101 and a thrust- I rod 5. One end ofthe semaphore-locking dog 101 is pivoted on the upper end of thesemaphore actuating rod 86 and the other end of the dog is pivotallyconnected with l the thrust-rod 5. This semaphore-locking l dog 101constitutes no part of my present invention, but is of the generalcharacter described in my application Serial No. 340,933, l filedOctober 29, 1906.

Brackets 92 and 93 are mounted on the semaphore actuating rod 86 somedistance f above the dash-pots. In Fig. 6 the outer dash-pot cylinder 84is clearly represented a short distance below these brackets 92 and 93.Pivotal pins 123 and 124 secured in the brackets 92 and 93 respectively,serve as the pivotal axes for the steps or pieces 94 and 95 l whichco-act with the roller cams 57 and 58 on the gear or driving member 56.The steps 94 and 95 are connected together by a link 122. A pawl 96 ispivotally mounted in a recess in the upper step 95. When this pawl is inoperative position its engaging edge passes under a hook or catch 97a onthe upper end of the catch lever 97, corresponding in function to thecatch lever 9 of the first embodiment of my invention. This catch leveris pivoted in a bracket 99 carried by the semaphore actuating rod 86,and at its lower end the catch lever carries a roller 97 b which, as thesemaphore actuating rod 86 is raised, rolls along the edge of acontrolling lever 98 which corresponds in function to the controllinglever 39 of the first embodiment. The controlling lever 98 hangs fromthe pivot 123 on which it is mounted at the upper end of the frameworkof the mechanism. At its lower end the controlling lever 90 carries anarmature 98b which is attracted and held by one end of the distantclutch magnet 107 in order to hold the controlling lever 98 in positionto maintain locking engagement of the catch lever 97 and pawl 96. Thedistant clutch magnet 107 corresponds in function and electricalconnections to the distantI clutch magnet 43 of the first embodiment. Atits end further from the controlling lever 98 the distant clutch magnet107 controls two motor-controlling contacts 44, 45 which are exactly thesame as the contacts 44 and 45 of the first embodiment, both inconstruction and electrical connections.

The piston rod 79 (Fig. 7) is rectangular in cross-section and the innerdash-pot cylinder 83 is provided with a lower cylinder head 87 securedin the lower end of the cylinder 83 and provided with a rectangularopening or guide-way which slides upon the rectangular piston rod 79 andprevents the lower cylinder head 87 and inner cylinder 83 from turningaxially relative to the piston rod. The lower cylinder head 87 carriesbrackets in which are' pivotally mounted two pawls 90 and 88corresponding in functions to the pawls 35 and 84 respectively in thefirst embodiment.

Figs. 6 and 7 show the second embodiment of my invention in danger orstop position. But the contacts controlled by the home and the distantclutch magnets 106 and 107 are shown in closed positions as though therear track relay, corresponding to relay 46 of the first embodiment,were energized. This track relay is not shown in Figs. 6 and 7, but whenit is energized it closes contacts corresponding to 47, 48 of the firstembodiment of my invention, and the closure of these contacts completesthe circuit of the home clutch magnet 106 so that the same is energizedto close its contacts corresponding to 42, 41 of the first embocliment.Fig. 6 shows one of these contacts, to wit, the contact 42. Thesecontacts controlled by the home clutch magnet 1.06 are included in thecircuit of the distant clutch magnet 107, as in the case of the firstembodiment, so that closure of the contacts controlled by the homeclutch magnet com pletes the circuit of the distant clutch magnetthrough such contacts and through contacts corresponding to the contacts21, 24 of the first embodiment, and in the present instance controlledby the rod 111 corresponding to the switch-controlling pitman-rod 19ofthe first embodiment. The distant clutch magnet 107, being thusenergized, closes its contacts 45, 44 corresponding to the contacts 45,44 of the first embodiment and included in the motor circuit togetherwith the conn tacts 30, 81, corresponding to contacts 30, 31 of thefirst embodiment and, in the present instance, opened and closed by therod 115 corresponding to the link orrod 29 ofthe first embodiment. Whenthe circuit of the motor 52 is thus closed through the contacts 45, 44and 30, 81, the motor starts and impels the gear 56 in the directionindicated so as to bring the roller cam 57 against the underside of theupper step 95 on the semaphore-actuating rod 86.

'l he upward pressure of the roller cam 57 against the step 95 developsan upward pressure of the pawl 96 on the hook 97a on the catch lever 97,thus tending to swing the lower end of the catch lever with its roller'97b rightward against the controlling lever 98. li the catch lever werefree to swing in response to this pressure of the pawl 96, the hook 97awould slip ofi from the pawl and both steps 95 and 94 would swing upwardon their pivotal axes, permitting the roller cam 57 to pass the upperstep 95 without raising the semaphore actuating rod 86. But thecontrolling lever 98 is held by the distant clutch magnet 107 andprevents the roller 97 b from swinging under pressure of the pawl 96, sothat the semaphore actuating rod 86 is raised by the roller cam 57acting on the underside ci' the step 95, while the roller 97 b on thecatch lever 97 merely rolls along the edge of the controlling lever 98.But if a train enters the block in advance ofthe signal so as todenergize the distant clutch magnet 107 during this initial movement ofthe semaphore actuating rodby the roller cam 57, the lower end of thecatch lever 97 will then beV no longer held by the controlling lever 98,and will swing rightward under pressure of the pawl 96 until the hook97a asses oii from the pawl and both steps are ee to swing upwardrelative to the semaphore actuating rod 86 so that the rod will drop.rThe controlling lever 98 and catch lever 97 will then sw ing back totheir normal positions and after the roller cam 57 has passed from underthe upper step 95, both steps will fall back to horizontal position bygravity and the pivotal movement of the pawl 96 on its pivot in theupper step will permit the pawl to pass over the hook 97 a and return toits position under the hook. A small compression spring is inserted in arecess in the pawl 96 and bears against the step 95 so as to yield asthe pawl passes over the hook 97 a,

and snap the pawl into place underneath the hook. But assume that notrain enters the block in advance of the signaling apparatus during theinitial movement of the rod 86 by the roller cam 57. Then as thesemaphore actuating rod 86 is raised the outer dash-pot cylinder 84 israised by its connection with the rod 86, and the inner dash-potcylinder 88 is raised by engagement of the lower or detent arm of itspawl 88 against the stop 89 connected to the lower end oi' the outercyl? inder 84, until the pawl 90 on the lower end of the inner cylinder83 passes above the catch tooth 80a on the catch lever 80 which ispivoted on a pivot 79d secured to the pis.- ton rod 79. rThis catchlever 80 carries a roller 80b and corresponds in function to the catchlever 8 in the first embodiment. A small compression spring inserted ina recess in the pawl 90 and bearing on the cylinder head 87 permits thepivotal movement ofthe pawl necessary to pass it over the catch tooth80a, and snaps the pawl into position above the catch tooth. rlhe catchlever 80 passes through an aperture in the cylinder head 87 and, whenthis cylinder head is below the pivot 79d of the catch lever, the edge87a of the aperture engages the side of the catch lever 80 so as toforce this catch lever into vertical position. lt will be noted thatthis edge 87a is slightly curved or rounded.

A roller 108 is mounted on the bracket 99 secured to the semaphoreactuating rod 86. This roller corresponds in function to the roller 6l1of the first embodiment. About the time that the pawl 90 on the lowerend of the inner dash-pot cylinder passes over the catch tooth 80a onthe catch lever 80, the roller 108 engages the upper arm of anescapement crank 109 mounted on a pivot 110 and corresponding infunction to the escapement crank 18 of the first embodiment. Theengagement of the roller 108 with the upper arm of the escapement crank109 shifts this escapement crank so as to suddenly push downward on therod 111 operating the contacts 21, 24 and 20, 23. This downward movementof the rod 111 opens the contacts 21 24 and closes the contacts 20, 23,correspending in electrical connections to the contacts having the samereference characters in the drawings of the first embodiment. Theopening of the contacts 21, 24 opens the original circuit of the distantclutch magnet 107, and closure of the contacts 20, 23 throws thisdistant clutch magnet into connection with a line wire circuitcorresponding to the circuit of the line wire 60 of the firstembodiment. This line wire circuit is controlled at the next signal inadvance by contacts corresponding to the contacts 22, 25 of the firstembodiment, and in Fig. 6 of the second embodiment mounted on the switchcontrolling axle 125 just in rear of the contacts 20, 23 so as to workin unison with these contacts. Assuming this lineJ wire circuit to beopen at the contacts 22, 25 of the signal next in advance, then as thedistant clutch magnet 107 of Fig. 6 is connected into this line wirecircuit by opening of the contacts 21, 24 and closing of the contacts20, 23,` this clutch magnet will become denergized, but, beingpreferably a slow acting magnet, it will maintain closure of itsmotor-controlling contacts 45, 44 and retain its controlling lever 98long enough to continue the rotation of the gear 56 and the raising ofthe semaphore actuating rod 86 i until the roller cam 57 passes fromunder the upper step 95 whereupon the rod 86 will settle back until thepawl 90 engages the catch tooth 80a on the catch lever 80. The catchtooth 80 will then support the sema phore counterweight but, of course,the pressure of the pawl 90 on the catch tooth 80a will develop in thecatch lever 80 an effort to swing rightward on its pivot 7 9d so as torelease the catch tooth 80a from the awl 90. So long as the block inadvance of t ie signal is clear this effort of the catch lever 80 toswing to the right is resisted by a cam loop 105 which incloses theroller 80b on the lower.

end of the catch lever and which is mounted on a common axley 103 withthe armature lever 104. This cam loop 105 and armature lever 104together correspond in function to the controlling-lever 38 of the firstembodiment of my invention. The u per end of the armature lever 104carries tie armature 104b which is attracted and held by one end of thehome clutch magnet 106 so long as the block in advance is clear.

The roller 80h, in its effort to swing to the right, is resisted by theholding edge 105a of the cam loop 105, but when a train enters the blockin advance so as to denergize the home clutch magnet 106, this clutchmagnet releases its armature 104b and the armature lever 104 and cam loo105 together swing freely so that the cam oo no longer retains theroller 80b in place. T iereupon the catch lever 80 swings to the rightso as to carry its catch tooth 80";L from underneath the awl 90, andboth dashot cylinders then fa together as the signa returns to itsdanger or stop positlon. This return movement is retarded by thedash-pot co-action of the piston and inner cylinder 83, and after thepawl in its downward movement passes the catch tooth 80, the edge 87a ofthe cylinder head 87 engages the catch lever 80 with camlike action andforces it back into vertical position while the roller 801 swingsleftward against the returning edge 105b of the cam loop so as to returnthe cam loop 105 and armature lever 104 to their signal retainingpositions. But now suppose that the signal remains locked by the catchlever 80 in caution or one block clear position until the signal nextahead is cleared so as to close its contacts, corresponding to contacts22, 25 of the first embodiment, which control the line wire circuit ofthe distant clutch magnet 107 of Fig. 6. This distant clutch magnet isnow energized again, and again closes its motor-controlling contacts 44,45, and retains its controlling lever 98. Therefore the motor 52 startsand a ain impels the gear 56, and brings the ro ler cam 58 against theunder side of the lower ste 94 so as to lift the step and raise thesemap ore actuating rod 86'from caution position to safety position.During the first part of this second u ward movement of the rod 86 theinner das ot cylinder 83 is raised by engagement of t e stop 89 on theouter dashpot cylinder, with the awl 88 on the inner dash-pot cylinder,until the u per or cam arm of the pawl 88 passes over t e pin 79O on thepiston rod 79 so as to force the pawl out of engagement with the stop89, after which the outer dash-pot cylinder will be free to continue itsupward movement with the rod 86 even though the inner dash-pot cylinderis arrested by engagement of its lower head or plate 87 against thebottom of the piston 82.

v After disengagement of the pawl 88 and stop 89, the inner cylinder, ifnot held up by energized by entrance of a train into thelI second blockin advance, during the second l upward movement of the semaphore actuatjing rod 86 from caution to safety" position, the catch hook 97a on thecatch lever 97 will swing off from the pawl 96, and the signal actuatingrod will fall back to caution position in which the outer dash-potcylinder rests on the inner dash-pot cylinder while the inner cylinderrests on its pawl 90 held by the catch lever 80. This return movement ofthe signal actuating rod and outer dash-pot cylinder is retarded by thedash-pot co-action of the inner and outer cylinders. But assume that thedistant clutch magnet 107 is not denergized during the impulsion of thesemaphore actuating rod 86 through its second upward movement fromcaution to safety position. In this event the rod 86 will be carriedupward until the catch hook 97a on the catch lever 97 passes above theretaining dog 100 which corresponds in function to the dog 17 of the'first embodiment and which is mounted to slide in a guideway or recessformed in the controlling lever 08 just below its pivotal axis 123. Asmall helical spring is compressed between a shoulder on the dog 100 anda shoulder in the recess or guideway; and this spring permits the dog tomove into the recess as the catch hook 97 a passes it, and then pressesthe dog out again into engaging position underneath the catch hook. Asthe catch hook 97L passes the dog 100, the v rod 86 reaches the upperlimit of its stroke and the roller cam 58 passes from under the lowerstep 94 and the downward thrust of the rod 86 is supported by theengagement of the catch hook 97'a on the dog 100. But just before thesemaphore actuating rod 86 reaches the limit of its upward movement, i.e., just before the roller cam passes o'ut of engagement with the lowerstep, the roller 108 mounted on the rod 86 engages the actuating arm ofthe second or upper escapement crank 1.14, corresponding in shape andfunction'to the escapement crank 28 of the first embodiment, whereby thecrank 114C is quickly shifted so as to raise the rod 11.5 and open themotor-controlling switch 30, 31 controlled thereby. The motor is therebyi stopped, but preferably not until it has run by momentum long enoughto carry the j roller cam out of engagement with the lower step, to letthe thrust of the rod 86 settle down on the dog 100 as just described.Thus the signal is locked in safety position or two blocks clearH`position so long as the 1 distant clutch magnet 107 remains energized.But if this magnet is denergized as before described by entrance of atrain into the block second in advance, the controlling lever 98 thenyields to the ei'ort of the catch lever 97 to swing rightward underpressure of the catch hook 97a on the dog 100, so that the catch hookswings clear of the dog and the rod 86 falls back from safety positionto "caution position where the rod 86 and the signal are arrested andheld, as before described, by contact of the head of the outer dash-potcylinder on the upper head of the inner dash-pot cylinder, while theinner dash-pot cylinder is held up by engagement of its pawl 90 with thecatch lever 80. But if a train enters the block immediately in advanceof the signal, the home vclutch magnet 106 will be denergized by openingof its circuit at contacts controlled by the rear track relay, notshown, and the distant clutch magnet will be denergized by opening ofits circuit at the contacts controlled by the home clutch magnet. Inthis event denergization of the distant clutch magnet will release thesignal actuating rod from the dog 100, and since the home clutch magnetis also denergized, the signal will not be arrested at caution byengagement of the pawl 90 and catch lever 80, but will continue itsmovement to danger position; and this return movement of the parts fromclear to danger position will be retarded by the dash-pot action of bothdashpot cylinders and the piston working all together in a mannerequivalent to the corresponding action in the i'irst embodiment of myinvention. As soon as the pawl 88 has vpassed out of engagement with thepin 79c and the stop 89 has passed below this pawl, the pawl is forcedback into operative engagement with the stop by a small spring insertedin a recess in thepawl bracket and bearing on the pawl.

Obviously my entire invention7 or various of its features, may beembodied in constructions different from those which I have spe,-ci'fically shown and described, all coming, however, fully within theprinciples, spirit and scope of my invention.

I claim:

1. Railway signaling apparatus comprisingra signal proper, a movablemember, a connection between the movable member and the signal proper, adriving member, means l for transmitting a given movement from thedriving member locking and releasing means on the movable member forengaging the transmitting means an d for holding the movable memberafter such given movement subject to control by a signal controllingelectric circuit whereby to move the signal proper to one position andthere retain it subject to the signal controllingcircuit, and means fortransmitting a further movement to the movable member from the drivingmember and for holding the movable member after such further movementsubject to control by. a signal controlling electric circuit wherebyv tomovev thel signal to a second position and there retain it subject tothe signal controling a signal proper, a movable signal-actulingcircuit.

2. Railway signaling ap aratus comprising a signal proper, a mova lesignal-actuating rod or member connected with the signal proper, adriving member, means for transmitting an initial movement from thedriving member locking and releasing means on the movable member forengaging the transmitting means, electro-magnetic clutch mechanismarranged to retain the signal-actuating member after its initialmovement sub- ,ject to control of a given signal-controlling circuit,means for transmitting a second movement from the driving member to thesignal-actuating member, and a second electro-magnetic clutch mechanismarranged to retain the signal-actuating member after its second movementsubject to a second signalcontrolling circuit.

3. Railway signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, arotary driving member, electrically operated locking and releasing meansconsisting of a pivoted step or piece pivotally mounted on thesignal-actuating member in position to be engaged by the rotary drivingmember; and electro-magnetic clutch mechanism arranged either to retainthe pivoted piece in iixed relation to the signal-actuating member totransmit motion thereto from the rotary driving member, or to releasethe pivoted piece and permit pivotal movement thereof relative to thesignal-actuating member.

4. Railway signaling apparatus comprising a signal proper, a movablesignal-actuating rod or member connected with the signal proper, arotary driving member, two steps or pieces mounted on thesignal-actuating rod in movable relation thereto and arranged to besuccessively engaged by the rotary driving member; and electro-magneticclutch mechanism arranged either to retain the said steps or pieces infixed relation to the signalactuating rod to transmit motion theretofrom the rotary driving member, or to permit movement of the stepsrelative to the signal-actuating rod.

5. Railway signaling apparatus comprising a signal proper, a movablesignal-actuating red or member connected with the signal proper, arotary driving member, two steps or pieces pivotally mounted on thesignalactuating rod or member in position to be engaged by the rotarydriving member 5 and electro-magnetic controlling mechanism arranged toeither retain the pivotal steps in Xed relation to the signal-actuatingrod or member whereby to transmit motion thereto from the rotary drivingmember, or to permit pivotal movement of said steps relative to thesignal-actuating rod or member.

6. Railway signaling apparatus comprisating rod or member connected withthe signal proper, a rotary driving member, two steps or pieces mountedon the signal-actuating rod in movable relation thereto and arranged tobe successively engaged by the rotary driving member; andelectro-magnetic controlling mechanism including a single electro-magnetarranged either to retain the said steps or pieces in fixed relation tothe signalactuating rod to transmit motion thereto from the rotaryriving member, or to permit movement of the steps relative to thesignal-actuating rod.

'7. Railway signaling apparatus comprising a signal proper, a movablesignal-actuating` rod or member connected with the signal proper, arotary driving member, electrically operated locking and releasing meansconsisting of a pivoted step or piece pivotally mounted on thesignal-actuating member in position to be engaged by the rotary drivingmember; and electro-magnetic controlling mechanism arranged to eitherpermit movement of the said step or piece relative to thesignal-actuating member or retain said step or piece in iixedrelation tosaid signal-actuating member whereby to transmit movement thereto fromthe rotary driving member, and arranged also to retain thesignalactuating member in fixed position after it has thus been moved bythe rotary driving member.

8. Railway signaling apparatus comprising a signal proper, a movablesignal-actuating rod or member connected with the signal proper, arotary driving member, electrically operated locking and releasing meansconsisting ot a pivoted step or piece pivotally mounted on thesignal-actuating member in position to be engaged by the rotary drivingmember; and electro-magnetic controlling mechanism including andgoverned by a single electro-magnet and arranged to either permitmovement of the said step or piece relative to the signal-actuatingmember or retain said step or piece in fixed relation to saidsignal-actuating member whereby to transmit movement thereto from therotary driving member, and arranged also to retain the signal-actuatingmember in iixed position after it has thus been moved by the rotarydriving member.

9. Railway signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, arotary driving member, two steps or pieces mounted on thesignal-actuating member in movable relation thereto and arranged to besuccessively engaged by the rotary driving member; and commonelectro-magnetic controlling mechanism arranged. either to permitmovement of said steps or pieces relative to the signal-actuatingmember, or to retain said steps or pieces in lixed relation to saidsignal-actuating -member in order to transmit movement thereto from therotary driving member, and arranged also to retain the signal-actuatingmember in iixed position after it has thus been moved by the rotarydriving member.

'10. Railway signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, arotary driving member, two steps or pieces mounted on thesignal-actuating member in movable relation thereto and arranged to besuccessively engaged by the rotary driving member; and commonelectro-magnetic controlling mechanism including and governed by asingle electro -magnet and arranged either to permit movement of saidsteps or pieces relative to the signal-actuating member, or to retainsaid steps or pieces in iixed relation to said signal-actuating memberin order to transmit movement thereto from the rotary driving member,and arranged also to retain the signal-actuating member in iixedposition after it has thus been moved by the rotary driving member.

11. Railway signaling apparatus comprising a signal proper, asignal-actuating bar or member connected with the signal proper, twosteps or pieces pivotally mounted on the signal-actuating bar or member,a rotary driving member including one or more orbitally rotatingstep-engaging rollers or devices arranged to engage the said pivotalsteps successively 3 and electro-magnetic controlling mechanism arrangedto either permit pivotal movement of the steps or pieces relative to thesignal-actuating bar, or to retain said steps or pieces in iixedrelation to said signal-actuating bar in order to transmit movementthereto from the rotary driving member, and arranged also to retain thesignal-actuating bar in position after it has thus been moved.

12. Railway signaling apparatus comprising a signal proper, asignal-actuating bar or member connected with the signal proper, twosteps or pieces pivotally mounted on the signal-actuating bar or member,a rotary drivirg member includirg one or more orbitally rotatingstep-engiging rollers or devices arranged to engage the said pivotalsteps successively; and electro-magnetic controlling mechanism includinga single governing electro-magnet and arranged to either permit pivotalmovement of the steps or pieces relative to the signal-actuating bar, orto retain said steps or pieces in fixed relation to saidsignal-actuating bar in order to transmit movement thereto from therotary driving member, and arranged also to retain the signal-actuatingbar in position after it has thus been moved.

13. Railway signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, arotary driving member, two steps or pieces movably mounted on thesignal-actuating rod or member but iixedly connected together so as tomove together and arranged to be successively engaged by the rotarydriving member 5 and common electromagnetic latching mechanism arrangedeither to latch the said steps or pieces in iixed relation to thesignal-actuating member to transmit movement thereto from the rotarydriving member, or to permit movement of' the steps or pieces relativeto the signalactu ating member.

14. Railway signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, arotary driving member, two steps or pieces mounted on thesignal-actuating rod or member in positions to be successively engagedby the rotary driving member whereby t transmit successive movementsfrom said rotary driving member to the signal-actuating rod or member,and electro-magnetic latching mechanism for retaining thesignalactuating rod or member in iixed position after its iirst movementand in fixed position after its second movement.

15. Railway signaling apparatus comprising a signal proper, asignal-actuating bar or member connected with the signal proper, arotary driving member, two steps or pieces mounted on thesignal-actuating bar or member in positions to be successively engagedand impelled by the rotary driving member whereby to transmit a iirstand a second movement from said driving member to the signal-actuatingmember, electrically controlled retaining mechanism includingl oneelectro-magnet arranged to retain the signal-actuatin g bar or member infixed position after its iirst movement, and a second electricallycontrolled retaining mechanism including a second electro-magnetarranged to retain the signal-actuating bar or member in fixed positionafter its second movement.

16. Railway signaling apparatus comprising a signal proper, asignal-actuating bar or member connected with the signal proper, arotary driving member, two steps or pieces movably mounted on thesignal-actuating bar or member in positions to be successively engagedand impelled by the rotary driving member whereby to impart twosuccessive movements to the signal-actuating bar or member, electricallycontrolled retaining mechanism arranged to either permit or preventmovement of the said steps orbeing also arranged to retain thelsignalactuating bar\or member in iiXed position after its secondmovement, and independent electrically controlled retaining mechanismarranged to retain the signal-actuating bar or member in iixed positionafter its iirst movement. p

17. Railway signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, adriving member, transmission mechanism for transmitting from the drivingmember to the signal-actuating member an initial movement and a secondmovement, electrically controllable transmission-controlling mechanismarranged to control the transmission mechanism either to effect orprevent transmission of movement from the driving member to thesignalactuating member, an electric circuit in controloi' thetransmission-controlling mechanism during the initial movement of thesignal-actuating member, a second electric controlling circuit, andmeans for placing the transmissioncontrolling mechanism under control ofthe second controlling circuit during the second movement oi thesignal-actuating member.

18. Railwayv signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, adriving member, transmission mechanism arranged to transmit from thedriving member to the signal-actuating member an initial movement and asecond movement, electrically controllable transmission controlling andsignal-retaining mechanism arranged either to eiiect or preventtransmission o1 the said initial and second movements to thesignal-actuating member and arranged also to retain the signal inposition after the second movement of the signal-actuating member, anelectric-controlling circuit arranged to control thetransmission-controlling and signal-retaining mechanism duringtransmission of the initial movement, a second electriccontrollingcircuit, means for placing the transmission-controlling andsignal-retaining mechanism under control of the secondcontrolling-circuit during and after the second movement of thesignal-actuating4 member whereby to transmit said second movement andretain the signal-actuating member after said second movement subject tothe said second electric-controlling circuit, and independentsignal-retaining mechanism arranged to retain the signal in positionafter the initial movement or' the signal-actuating member.

19. Railway signaling apparatus comprising a signal proper, asignal-actuating rod or member connected with the signal proper, adriving member, transmission mechanism arranged to transmit an initialmovement and a second movement from the driving member tothe actuating'member, acombined transmission-controlling and signalretaining mechanismcontrollable electrically and arranged in control of the transmissionmechanism whereby to either eflect or prevent transmission of theinitial and second movements to the signal-actuating member and alsoarranged to retain the signal in position after the second movement ofthe signalactuating member, independent signal-retaining mechanismarranged to retain the signal in position after the initial movement oithe signal-actuating member, an electriccontrolling circuit arranged tocontrol the said independent signal-retaining mechanism and alsoarranged to control the combined transmission-controlling andsignalretaining mechanism during the transmission of the initialmovement to the signal-actuating member, a second controlling electriccircuit, and means for placing the combined transmission controlling andsignalretaining mechanism under control of the second circuit during andafter the second movement of the signal-actuating member.

20. Railway signaling apparatus comprising a signal proper, means forimparting an initial and a second movement to the signal proper, meansior carrying the signal proper reversely through its second and initialmovements, and two dash-pots having connection with the signal properand each having one member integral or connected with one member of theother whereby after one dash-pot has been opened or extended by relativemovement of its parts a further movement of such parts together resultsin extending or opening the second dash-pot.

21. ltailway signaling apparatus comprising a signal proper, areciprocating signalactuating rod or memberconnected with the signal pioper, means for imparting an initial and a second movement to thesignal-actuating member, three dash-pot members arranged to telescope inone another and including one dash-pot member connected with thesignal-actuating member and a second dash-pot member cooperative withthe first dash-pot member and a third dash-pot member coperative withthe second dash-pot member whereby two dash-pots are formed to retardthe return of the signal-actuating member reversely through its secondand its initial movements.

22. Railway signaling apparatus comprising a signal proper, means forimparting an initial and a second movement to the signal proper and forreturning the signal proper reversely through its second and initialmovements, a movable dash-pot member connected with and movable with thesignal and a iiXed dash-pot member and an intermediate movable dash-potmember cooperative with the other two dash-pot members to form two

